延误条件下综合多种策略的城轨列车运行调整优化

doi:10.13229/j.cnki.jdxbgxb20200467

Abstract

Abstract:

In order to develop a more efficient train operation adjustment scheme in terms of recovering train delay and easing of passenger detention， an integrated train operation adjustment method was put forward， which includes a time-exceeding strategy， a train deduction strategy， a skip-stop strategy and a dynamic dwell time. Then， combined with the actual operating conditions of the train， the operation constraints and adjustment constraints were set up， and a model with the target of minimizing the total travel time was established. Finally， according to the characteristics of the model， a corresponding nested genetic algorithm was designed to solve the model. The results of the case show that compared with the conventional train operation adjustment method， the proposed integrated adjustment method can make the train which was directly affected by delay complete the delay recovery in advance in various kinds of situations， and can effectively alleviate the long waiting time or detention of passengers caused by the delay.

Key words: transportation planning and management, train delay, operation adjustment, nested genetic algorithm

CLC Number:

U231.92

Zuo-an HU,Yi-ming XIA,Jia CAI,Feng XUE. Optimization of urban rail transit operation adjustment based on multiple strategies under delay[J].Journal of Jilin University(Engineering and Technology Edition), 2021, 51(5): 1664-1672.

Figures/Tables 10

Fig.1

Table 1

Parameters definitions"

参数	定义
$N$	受延误影响列车集合， $N = {1, ?, i, ?, n}$
$M$	线路车站集合， $M = {1, ?, k, ?, j, ?, m}$
$s, m 0$	初始延误列车及初始延误发生站点， $s ∈ N, m 0 ∈ M$
$t s, t g$	初始延误发生时刻及调度人员对初始延误持续时间做出预估所需时间
$N 1$	初始延误列车前行列车集合， $N 1 = {1,2, ?, s - 1}$
$N 2$	初始延误列车及其后行列车集合， $N 2 = {s, s + 1, ?, n}$
$a i, j, d i, j$	列车 $i$ 在 $j$ 站的实际到达及出发时刻
$A i, j, D i, j$	列车 $i$ 在 $j$ 站的计划到达及出发时刻
$R j, R j'$	列车在 $j$ 至 $j + 1$ 站之间的最小及计划区间运行时间
$I 0, I 1, I 2$	列车计划追踪间隔、最小发到间隔及最小追踪间隔
$w i, j, W i, j$	列车 $i$ 在 $j$ 站的实际和计划停站时间
$Δ w i, j$	列车 $i$ 在 $j$ 站的停站时间增加量
$P i, j$	列车 $i$ 在 $j$ 站出发时车内人数
$B i, j, E i, j$	列车 $i$ 在 $j$ 站的实际上车及下车人数
$B k O D, E k O D$	OD表中在 $k$ 站的总上车及下车人数
$E k, j O D$	OD表中在 $k$ 站上车并在 $j$ 站下车的人数
$q i, j$	列车 $i$ 在 $j$ 站面临的上车需求人数
$l i, j$	列车 $i$ 在 $j$ 站出发时，仍在 $j$ 站滞留的人数
$δ j$	$j$ 站的乘客到达速率，人/s
$θ j$	站站停模式下 $j$ 站乘客下车比例
$ξ i, j$	列车 $i$ 在 $j$ 站的下车比例调整因数
$C m a x, D O$	列车最大载客人数及一侧车门数
$τ 1, τ 2$	列车起动及停车附加时间
$D E$	最大总扣车时间
$λ 1, λ 2$	出行终到站被跳停的乘客选择在出行终到站的前一站及后一站下车的比例
$x i, j$	列车 $i$ 在 $j$ 站跳停决策的0-1变量， $x i, j = 1$ 为列车 $i$ 在 $j$ 站跳停， $x i, j = 0$ 则为未跳停

Table 1

Fig.2

Fig.3

Fig.4

Fig.5

Fig.6

Table 2

Table 3

Table 4

Adjustment scheme and optimization effect in three situations"

延误情形	初始延误列车	影响列车集合	扣车方案	跳停方案	优化效果/%
延误情形	初始延误列车	影响列车集合	扣车方案	跳停方案	乘客总旅行时间	站台乘客候车时间	乘客乘车时间
高峰+一般延误	T12	$N = {1,2, ?, 21}$	T10在S5扣车11 s，T11在S4扣车19 s	均未跳停	42.2	33.5	-10.8
平峰+较长延误	T7	$N = {1,2, ?, 10}$	T5在S7扣车8 s，T6在S5扣车70 s	T7跳停S3及S6	66.2	33.2	21.1
平峰+一般延误	T7	$N = {1,2, ?, 8}$	均未扣车	均未跳停	57.4	26.3	1400

Table 4

References 16

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调整方案	乘客总旅行时间/h			站台乘客候车时间/h			乘客乘车时间/h
调整方案	计算结果	与计划值之差	优化效果	计算结果	与计划值之差	优化效果	计算结果	与计划值之差	优化效果
计划运行方案	19 605	-	-	2 097	-	-	17 508	-	-
常规调整方案	20 997	1 392	-	4 305	2 208	-	16 692	-816	-
一体化调整方案	20 179	574	58.8%	3 815	1 718	22.2%	16 364	-1 144	40.2%

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Optimization of urban rail transit operation adjustment based on multiple strategies under delay

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列车	车站
列车	S4	S5	S6	S7	S8	S9	S10	S11	S12	S13	…	S19
T9	-	-	-	12	0	0	9	0	0	0	…	0
T10	-	8	5	0	16	0	10	7	8	0	…	0
T11	23	0	0	0	0	0	26	5	7	0	…	0